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KUWAIT AIRWAYS Performance Based ADMINISTRATION
FLIGHT CREW TRAINING PROGRAM Navigation & CONTROL
Issue 1 Revision 0 Chapter 0
Intentionally
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0.2 Introduction
Kuwait Airways Performance Based Navigation manual has been prepared in accordance with
ICAO 9613 – Performance-based Navigation (PBN) Manual, 4th edition, and the appropriate
Aircraft AFM, FCOMs and QRHs.
This PBN manual contains the necessary training matter for flight operations personnel to meet
training obligations under normal, abnormal and reporting requirements for performance
based navigation. When used in combination with applicable parts of the operations manual
(OM) meets regulatory requirements for safe, economic, efficient and effective flight
operations.
This manual is published under the authority of the Deputy Operations Director – Flight Crew
Training.
This manual may be published in parts as relevant to operations personnel training
requirements. It may be published electronically or in hard copy. Distribution and document
control maintained and updated by flight operations engineering group (OF).
This manual is approved by DGCA/ASD vide letter 15-552/OPS/41 dated 12th November 2015.
Amendments herein can only be incorporated after being authorized by the Dy. Operations
Director – Flight Crew Training (OC) and approved/accepted by DGCA/ASD.
A vertical line located at the left margin designates revised information on the affected
page(s).
The Manual holder is responsible to contact the Dy. Operations Director – Flight Crew Training
(details below) for any incomplete or missing pages in his/her copy of the manual.
Email: oc_sec@kuwaitairways.com
kwiocku@kuwaitairways.com
0.9 Definitions
Aircraft-based augmentation system (ABAS) - A system that augments and/or integrates the
information obtained from the other GNSS elements with information available on board the
aircraft. The most common form of ABAS is the Receiver Autonomous Integrity Monitoring
(RAIM).
Area navigation (RNAV) - A navigation method that allows aircraft to operate on any desired
flight path within the coverage of ground- or space-based navigation aids, or within the limits
of the capability of self-contained aids, or a combination of both methods.
Flight technical error (FTE) - The FTE is the accuracy with which an aircraft is controlled as
measured by the indicated aircraft position with respect to the indicated command or desired
position. It does not include blunder errors.
Global navigation satellite system (GNSS) - A generic term used by the International Civil
Aviation Organization (ICAO) to define any global position, speed, and time determination
system that includes one or more main satellite constellations. Such as GPS, and the global
navigation satellite system (GLONASS), aircraft receivers and several integrity monitoring
systems, including aircraft-based augmentation systems (ABAS), satellite-based augmentation
systems (SBAS), wide area augmentation systems (WAAS), ground-based augmentation
systems (GBAS), and local area augmentation system (LAAS).
Global positioning system (GPS) - The global positioning system (GPS) of the United States is a
satellite-based radio navigation system that uses precise distance measurements to determine
the position, speed, and time in any part of the world. The GPS is made-up by three elements:
the spatial, the control, and the user elements. The GPS spatial segment nominally consists of,
at least, 24 satellites in 6 orbital planes. The control element consists of 5 monitoring stations,
3 ground antennas, and one main control station. The user element consists of antennas and
receivers that provide the user with position, speed, and precise time.
Navigation specifications - Set of aircraft and flight crew requirements needed to support
performance-based navigation operations in a defined airspace. There are two kinds of
navigation specifications:
Required Navigation Performance (RNP) Specification - Area navigation specification that
includes the performance control and alerting requirement, designated by the prefix RNP; e.g.,
RNP 4, RNP APCH, RNP AR APCH.
Area Navigation (RNAV) Specification - Area navigation specification that does not include the
performance control and alerting requirement, designated by the prefix RNAV; e.g., RNAV 5,
RNAV 2, RNAV 1.
Navigation system error (NSE) - The difference between the true position and the estimated
position.
Path definition error (PDE) - The difference between the defined path and the desired path at
a given place and time.
Performance-based navigation (PBN) - Performance-based area navigation requirements
applicable to aircraft conducting operations on an ATS route, on an instrument approach
procedure, or in a designated airspace.
Receiver autonomous integrity monitoring (RAIM) - A technique used in a GPS
receiver/processor to determine the integrity of its navigation signals, using only GPS signals or
GPS signals enhanced with barometric altitude data. This determination is achieved by a
consistency check between redundant pseudo-range measurements. At least one additional
available satellite is required with respect to the number of satellites that are needed for the
navigation solution.
RNP operations - Aircraft operations that use an RNP system for RNP applications.
RNP system - An area navigation system that supports on-board performance control and
alerting.
Standard instrument arrival (STAR) - A designated instrument flight rules (IFR) arrival route
linking a significant point, normally on an air traffic service (ATS) route, with a point from which
a published instrument approach procedure can be commenced.
Standard instrument departure (SID) – A designated instrument flight rule (IFR) departure
route linking the aerodrome or a specified runway of the aerodrome with a specified significant
point, normally on a designated ATS route, at which the en-route phase of a flight commences.
Total system error (TSE) - The difference between the true position and the desired position.
This error is equal to the sum of the vectors of the path definition error (PDE), the flight
technical error (FTE), and the navigation system error (NSE).
Note. - FTE is also known as path steering error (PSE), and the NSE as position estimation error
(PEE).
Way-point (WPT) – A specified geographical location used to define an area navigation route
or the flight path of an aircraft employing area navigation. Way-points area identified as either:
Fly-by way-point - A way-point which requires turn anticipation to allow tangential
interception of the next segment of a route or procedure.
Fly over way-point - A way-point at which a turn is initiated in order to join the next
segment of a route or procedure.
0.10 ACRONYMS
ABAS Aircraft-based augmentation system
AC Advisory circular (FAA)
AFM Aircraft flight manual
AIP Aeronautical information publication
AIRAC Aeronautical information regulation and control
ANSP Air navigation service provider
AP Automatic pilot
APV Approach procedure with vertical guidance
ARP Aerodrome reference point
ATC Air traffic control
ATM Air traffic management
ATS Air traffic service
Baro-VNAV Barometric vertical navigation
CA Course to an altitude
CDI Course deviation indicator
CDU Control and display unit
CF Course to a fix
Doc Document
DF Direct to a fix
DME Distance-measuring equipment
EASA European Aviation Safety Agency
EGPWS Enhanced ground proximity warning system
EHSI Electronic horizontal situation indicator
FAA Federal Aviation Administration (United States)
FAF Final approach fix
FAP Final approach point
FD Flight director
FD Fault detection
FDE Fault detection and exclusion
FM Course from a fix to a manual termination
FMS Flight management system
FOI Flight Operations Inspector
FOSA Flight Operational Safety Assessment
FTE Flight technical error
GBAS Ground-based augmentation system
GNSS Global navigation satellite system (ICAO)
GLONASS Global navigation satellite system (Russia)
GPS Global positioning system (US)
GS Ground speed
HAL Horizontal alert limit
HIL Horizontal integrity limit
HPL Horizontal Protection Level
HSI Vertical status indicator
HUGS Head up guidance system
ICAO International Civil Aviation Organization
IF Initial fix
IFR Instrument flight rules
IMC Instrument meteorological conditions
LAAS Local area augmentation system
LNAV Lateral navigation
LOA Letter of authorization/letter of acceptance
LPV Localizer Performance with Vertical Guidance
MCDU Multi-function control and display
MEL Minimum equipment list
MOC Minimum Obstacle Clearance
NM Nautical miles
NAVAIDS Navigation aids
NOTAM Notice to airmen
NPA Non-precision approach
NSE Navigation system error
OM Operations manual
OEM Original equipment manufacturer
OPSPEC Operations specification
PA Precision approach
PANS-ATM Procedures for Air Navigation Services - Air Traffic Management
PANS-OPS Procedures for Air Navigation Services - Aircraft Operations
PBN Performance-based navigation
PDE Path definition error
PEE Position estimation error
PF Pilot flying
PNF Pilot not flying
PM Pilot monitoring
POH Pilot operating handbook
P-RNAV Precision area navigation
PSE Path steering error
QAR Quick access recorder
RAIM Receiver autonomous integrity monitoring
RNAV Area navigation
RNP Required navigation performance
RNP APCH Required navigation performance approach
RNP AR APCH Required navigation performance authorisation required approach
RTCA Radio Technical Commission for Aviation
SBAS Satellite-based augmentation system
PBN TECHNOLOGY
1.1 Introduction.
This information is intended to provide the necessary technical knowledge necessary to
manage an application for operational approval in accordance with a navigation specification
contained in the PBN Manual. It contains information relative to the full implementation of
RNAV1, RNAV2 and RNP1 navigation specifications.
The key to successful PBN implementation is knowledge and experience. For many States, both
operators and regulators lack both, and this handbook is intended to assist in improving that
level of knowledge. Experience can only be gained by doing, and an operational approval will
commonly be required before relevant experience is gained.
RNAV navigation specifications have been developed to support existing capability in aircraft
equipped with systems, which in the general case were not designed to provide on-board
performance monitoring and alerting.
RNP navigation specifications have been developed from a need to support operations that
depend upon GNSS to provide the required performance.
Figure 1: TF to TF Transition
The aircraft navigation system is programmed to provide a start of turn prompt (turn
anticipation) based the current groundspeed and a programmed bank angle, which will
normally provide a turn of sufficient radius to allow the subsequent segment to be intercepted.
As each aircraft will compute a different start of turn point the result is a spread of turns,
between the tracks of faster aircraft using lower bank angles, to slow aircraft with larger bank
angles.
Turn anticipation does not provide track guidance during the turn, and until the aircraft is
established on the subsequent leg, cross-track error cannot be monitored. The effectiveness of
the turn anticipation algorithm is limited by variation in groundspeed during the turn (e.g.
headwind to tailwind) and the achieved bank angle. Undershooting or overshooting of the turn
can occur and crew intervention may be required.
Using a range of leg types available with ARINC 424 coding, (approx. 18) complex fight paths
can be designed. However, it must be noted that not all navigation systems are capable of
accommodating all leg types. Two common examples of leg types that may not be supported
are RF and CA legs.
An RF or Radius to Fix leg defines a circle of specified radius enabling an aircraft to fly a precise
curved flight path relative to the surface of the earth, rather than an undefined path as in the
previous example of a TF/TF.
TF RF
• Arc Center
A CA or Course to Altitude leg defines a nominated course until a specified altitude is reached.
On reaching the altitude, the path is “terminated” and the avionics will follow the path defined
by the next leg or path and terminator. The CA leg, which is commonly used to specify the initial
leg of a departure, is not normally supported by general aviation GPS receivers and are not
usually integrated with the aircraft’s vertical navigation system. Consequently, the flight
planned departure route may not be followed and pilot intervention (manual selection of next
leg) is required.
In the example in Figure 3 two aircraft are cleared on a departure with the same instruction.
Depending on the climb performance, the position at which the aircraft reaches 3,000ft and
the CA leg is terminated will vary. If the aircraft is equipped, with an integrated vertical
navigation system, the termination will be automatic and the active route will sequence to the
next leg which may be (for example) a Direct to Fix (DF) leg.
If vertical navigation capability is not available, the termination must be initiated by the flight
crew. For manually sequenced navigation systems the track to the next fix will depend on the
point at which the direct to function is selected. In the example, the pilot has selected Direct
To immediately on reaching 3000ft and the track is generated from that position. If Direct To is
selected after the turn a different track will be displayed. In this and similar examples, the actual
flight path is variable and may not meet operational requirements. A different sequence of path
terminators may be needed to better define the flight path but may result in the inability to
place a minimum altitude requirement on the turn initiation.
Groundspeed is a function of TAS, and consequently IAS, plus or minus the ambient tailwind or
headwind component. In order to ensure that the flight path during an RF turn can be
maintained under all normal weather conditions, the procedure designer allows for a maximum
tailwind component or “rare-normal” wind. The maximum tailwind component is selected from
a wind model which is intended to represent the maximum winds likely to be encountered at
various altitudes, generally increasing with altitude. A tailwind component of up to 100KT may
be applied in some cases.
As groundspeed is also affected by TAS, the flight crew needs to manage the IAS within
acceptable limits to ensure that the bank angle limits, and hence the ability to maintain the
flight path, are not exceeded in circumstances where high winds exist. In normal routine
operations, where ambient winds are generally light, quite low bank angels are sufficient to
maintain RF turns of average radius. However, if the IAS is allowed to exceed normal limits, the
limiting bank angle may be reached at less than the maximum design tailwind component,
leading to a potential loss of track adherence.
Generally applicable maximum indicated airspeeds are specified in the RNP AR APCH navigation
specification, however the designer may impose specific limiting speeds in some cases.
Flight crews needs to be thoroughly conversant with the principles and practice of RF turns,
limiting airspeeds, bank angle/aircraft configuration, the effect of high winds, and contingency
procedures for manual intervention which although rare, may be required.
These sensors will normally be inertial, radio and GNSS (as installed). The inertial information
is normally provided by two or more Inertial Reference Systems (IRS) with radio and GNSS
information provided by two or more Multi Mode Receivers (MMR). Prior to the FMC accepting
a sensors positional update, a gross error check is performed to ensure that the sensor position
falls within the ANP or EPE value.
The computed aircraft position is commonly a composite position based on the IRS position
corrected by inputs from the navigation information received from the MMR. Recently
manufactured aircraft will usually be equipped with GNSS and the computed position in this
case will normally be based on IRS updated by GNSS, excluding less accurate inputs from
ground-based navigation aids.
addition to the four performance parameters, RNP also requires on-board performance
monitoring and alerting.
In practice, RNP capability is determined by the most limiting of the characteristics listed above.
As discussed, in the general case RNP is based on GNSS. The position accuracy for GNSS is
excellent and can support operations with low RNP. The lowest current RNP in use is RNP 0.10,
although considering position accuracy alone, GNSS would be able to support lower RNP.
However, it will be recalled that accuracy is also dependent on FTE and this component is by
far the dominant factor. Consequently, the RNP capability of GNSS equipped aircraft is
dependent not on navigation system accuracy, but the ability for the aircraft to follow the
defined path. FTE is commonly determined by the ability of the aircraft flight control system,
and the lowest FTE values are commonly achieved with auto-pilot coupled.
A further consideration is the requirement for on-board performance monitoring and alerting.
For GNSS systems, navigation system performance monitoring and alerting is automatic. Except
in some specific installations, FTE monitoring and alerting is a crew responsibility, and the ability
of the crew to perform this function depends on the quality of information displayed to the
crew.
While an aircraft may be capable of a particular RNP capability, it is not always necessary or
desirable that the full capability is applied. In addition to the consideration of accuracy and
performance monitoring, the operation must always be protected against invalid positioning
information, i.e. integrity is required.
In order to support low RNP operations, an appropriate level of integrity protection is
necessary. The lower the RNP type, the greater level of integrity protection is required, which
in turn reduces the availability and continuity of the service. Consequently, a trade-off needs
to be made between the RNP selected and availability.
PBN Manual Navigation specifications are based on a level of navigation performance
appropriate to the intended purpose, rather than the inherent capability of the navigation
system. For example a GNSS equipped aircraft has very high positioning accuracy, and if flown
using autopilot exhibits low FTE, however for terminal SID/STAR operations, RNP 1 is adequate
for the intended purpose, resulting in virtually 100% availability, and reduced crew workload in
FTE performance monitoring.
Since DME/DME RNAV systems must only use DME facilities identified in State AIPs, the State
must indicate facilities inappropriate for RNAV 1 and RNAV 2 operations in the AIP, including
those facilities associated with an ILS or MLS that use a range offset.
2.4 Publications
The AIP should clearly indicate whether the navigation application is RNAV 1 or RNAV 2. The
route should rely on normal descent profiles and identify minimum segment altitude
requirements. The navigation data published in the State AIP for the routes and supporting
NAVAIDs must meet the requirements of ICAO Annex 15. All routes must be based upon WGS-
84 coordinates.
The available NAVAID infrastructure should be clearly designated on all appropriate charts (e.g.
GNSS, DME/DME or DME/DME/IRU).
Any DME facilities that are critical to RNAV 1 or RNAV 2 operations should be identified in the
relevant publications.
2.5.1 Integrity
Malfunction of the aircraft navigation equipment is classified as a major failure condition under
airworthiness regulations (i.e. 10–5 per hour).
2.5.2 Continuity
Loss of function is classified as a minor failure condition if the operator can revert to a different
navigation system and proceed to a suitable airport.
Signal-in-space: During operations in airspace or on routes designated as RNAV 1 if using GNSS,
the aircraft navigation equipment shall provide an alert if the probability of signal-in-space
errors causing a lateral position error greater than 2nm exceeds 10–7 per hour. During
operations in airspace or on routes designated as RNAV 2 if using GNSS, the aircraft navigation
equipment shall provide an alert if the probability of signal-in-space errors causing a lateral
position error greater than 4nm exceeds 10–7 per hour.
IMPLEMENTING RNP 1
3.1 Introduction
The RNP 1 specification provides a means to develop routes for connectivity between the en-
route structure and terminal airspace (TMA) with no or limited ATS surveillance, with low to
medium density traffic.
Note: When originally published, this navigation specification included the prefix “Basic”
because an Advanced-RNP 1 specification was planned. Advanced–RNP 1 evolved into the
Advanced-RNP specification, so the need to include the prefix “Basic” is no longer necessary.
Existing approvals granted under the original nomenclature remain valid.
3.2 Purpose
These notes provide ICAO guidance for implementing RNP 1 for arrival and departure
procedures. Arrival and departure procedures are referred to as SIDs and STARs, but are
intended to also apply to initial and intermediate approach segments. These notes do not
address all the requirements that may be specified for particular operations. These
requirements are specified in other documents, such as national operating rules, aeronautical
information publications (AIPs) and the Regional Supplementary Procedures (Doc 7030). While
operational approval primarily relates to the navigation requirements of the airspace,
operators and pilots are still required to take account of all operational documents relating to
the airspace, which are required by the appropriate State authority, before conducting flights
into that airspace.
RNP 1 can be associated with Radius to Fix (RF) Path Terminator and Barometric VNAV.
Prediction services can be for receivers meeting only the minimum technical standard order
(TSO) performance or be specific to the receiver design. The prediction service should use
status information on GNSS satellites, and should use a horizontal alert limit appropriate to the
operation (1nm within 30nm from the airport and 2nm otherwise). Outages should be
identified in the event of a predicted, continuous loss of ABAS fault detection of more than five
minutes for any part of the RNP1 operation.
RNP 1 shall not be used in areas of known navigation signal (GNSS) interference.
The ANSP must undertake an assessment of the NAVAID infrastructure. It should be shown to
be sufficient for the proposed operations, including reversionary modes.
3.3.5 Publications
The procedure should rely on normal descent profiles and identify minimum segment altitude
requirements. The navigation data published in the State AIP for the procedures and supporting
NAVAIDs must meet the requirements of Annex 15 — Aeronautical Information Services. All
procedures must be based upon WGS-84 coordinates.
Note: Operators need not establish a separate training program if they already integrate RNAV
training as an element of their training program. However, the operator should be able to
identify the aspects of RNP 1 covered within their training program.
This requirement does not imply an equipment capability must exist providing a direct means
of inhibiting DME updating. A procedural means for the pilots to inhibit DME updating or
executing a missed approach if reverting to DME updating may meet this requirement.
The entry or creation of new waypoints, by manual entry of latitude and longitude or rho/theta
values is not permitted. Additionally, pilots must not change any SID or STAR database waypoint
type from a fly-by to a flyover or vice versa.
Pilots should crosscheck the cleared flight plan by comparing charts or other applicable
resources with the navigation system textual display and the aircraft map display, if applicable.
If required, the exclusion of specific NAVAIDs should be confirmed.
Note: Pilots may notice a slight difference between the navigation information portrayed on the
chart and their primary navigation display. Differences of 3 degrees or less may result from the
equipment manufacturer’s application of magnetic variation and are operationally acceptable.
Crosschecking with conventional NAVAIDs is not required, as the absence of integrity alert is
considered sufficient to meet the integrity requirements. However, monitoring of navigation
reasonableness is suggested, and any loss of RNP capability shall be reported to ATC.
For RNP1 routes, pilots must use a lateral deviation indicator, flight director, or autopilot in
lateral navigation mode. Pilots of aircraft with a lateral deviation display must ensure that
lateral deviation scaling is suitable for the navigation accuracy associated with the
route/procedure (e.g. full-scale deflection: ±1nm for RNP1).
All pilots are expected to maintain centerline, as depicted by on-board lateral deviation
indicators and/or flight guidance during all RNP 1 operations described in this manual, unless
authorized to deviate by ATC or under emergency conditions.
For normal operations, cross-track error/deviation (the difference between the system
computed path and the aircraft position relative to the path, i.e. FTE) should be limited to ±½
the navigation accuracy associated with the procedure (i.e. 0.5nm for RNP 1). Brief deviations
from this standard (e.g. overshoots or undershoots) during and immediately after turns, up to
a maximum of one-times the navigation accuracy (i.e. 1.0nm for RNP 1) are allowable.
Note: Some aircraft do not display or compute a path during turns, but are still expected to
satisfy the above standard during intercepts following turns and on straight segments.
If ATC issues a heading assignment that takes an aircraft off a route, the pilot should not modify
the flight plan in the RNP system until a clearance is received to rejoin the route or the
controller confirms a new route clearance. When the aircraft is not on the published RNP 1
route, the specified accuracy requirement does not apply.
Manually selecting aircraft bank limiting functions may reduce the aircraft’s ability to maintain
its desired track and are not recommended. Pilots should recognize that manually selectable
aircraft bank-limiting functions might reduce their ability to satisfy ATC path expectations,
especially when executing large angle turns. This should not be construed as a requirement to
deviate from aeroplane flight manual procedures; pilots should be encouraged to limit the
selection of such functions within accepted procedures.
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Notes: There are no RNP APCH requirements for the missed approach if it is based on
conventional means (VOR, DME, NDB) or on dead reckoning.
Capability of manual inhibit of DME.
g) A flight director and/or autopilot is not required for this type of operation, however, if
the lateral TSE cannot be demonstrated without these systems, it becomes
mandatory. In this case, coupling to the flight director and/or automatic pilot from the
RNP system must be clearly indicated at the cockpit level; and
h) Enhanced navigation display (e.g. electronic map display or enhanced EHSI) to improve
lateral situational awareness, navigation monitoring and approach verification (flight
plan verification) could become mandatory if the RNAV installation does not support
the display of information necessary for the accomplishment of these crew tasks.
g) The means to display the following items on a readily accessible display page:
The display of distance between flight plan waypoints;
The display of distance to go;
The display of along-track distances; and
The active navigation sensor type, if there is another sensor in addition to the GNSS
sensor.
h) The capability to execute a “Direct to” function.
i) The capability for automatic leg sequencing with the display of sequencing to the pilot.
j) The capability to execute procedures extracted from the on-board database, including
the capability to execute flyover and fly-by turns.
k) The capability to automatically execute leg transitions and maintain tracks consistent
with the following path terminators, or their equivalent:
Path Terminators
• Initial fix (IF) • Track to fix (TF) • Direct to fix (DF)
Figure 1: TF to TF Transition
TF RF
Arc
Center
i) The capability to display an indication of the RNP system failure, including the associated
sensors, in the pilot’s primary field of view.
j) The capability to indicate to the crew when NSE alert limit is exceeded (alert provided
by the “on-board performance monitoring and alerting function”).
k) The capability to automatically load numeric values for courses and tracks from the RNP
system database.
ATC tactical interventions in the terminal area may include radar headings, “direct to”
clearances which bypass the initial legs of an approach, interception of an initial or intermediate
segment of an approach, or the insertion of waypoints loaded from the database. In complying
with ATC instructions, the pilot should be aware of the implications for the RNP system:
a) The manual entry of coordinates into the RNP system by the pilot for operation within
the terminal area is not permitted; and
b) “Direct to” clearances may be accepted to the intermediate fix (IF) provided that the
resulting track change at the IF does not exceed 45 degrees.
Note: “Direct to” clearance to FAF is not acceptable.
The lateral definition of the flight path between the FAF and missed approach point (MAPt)
must not be revised by the pilot under any circumstances.
c) The missed approach must be flown in accordance with the published procedure. Use
of the RNP system during the missed approach is acceptable, provided:
The RNP system is operational (e.g. no loss of function, no NSE alert, no failure
indication); and
The whole procedure (including the missed approach) is loaded from the navigation
database.
During the RNP APCH procedure, pilots must use a lateral deviation indicator, flight director
and/or autopilot in lateral navigation mode. Pilots of aircraft with a lateral deviation indicator
(e.g. CDI), must ensure that lateral deviation indicator scaling (full-scale deflection) is suitable
for the navigation accuracy associated with the various segments of the procedure (i.e. ±1.0nm
for the initial and intermediate segments, ±0.3nm for the final approach segment down to LNAV
or LNAV/VNAV minima, and ±1.0nm for the missed approach segment).
All pilots are expected to maintain procedure centerlines, as depicted by on-board lateral
deviation indicators and/or flight guidance during the whole approach procedure, unless
authorized to deviate by ATC or under emergency conditions.
For normal operations, cross-track error/deviation (the difference between the RNP system
computed path and the aircraft position relative to the path) should be limited to ±½ the
navigation accuracy associated with the procedure (i.e. 0.5nm for the initial and intermediate
segments, 0.15nm for the final approach segment, and 0.5nm for the missed approach
segment). Brief deviations from this standard (e.g. overshoots or undershoots) during and
immediately after turns, up to a maximum of one-times the navigation accuracy (i.e. 1.0nm for
the initial and intermediate segments), are allowable.
Notes:
a) Some aircraft do not display or compute a path during turns, but are still expected to
satisfy the above standard during intercepts following turns and on straight segments.
b) Pilots must execute a missed approach if the lateral deviations or vertical deviations, if
provided, exceed the criteria above, unless the pilot has in sight the visual references
required to continue the approach.
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5.1.10 Decision altitude (DA (H)) or minimum descent altitude (MDA (H))
When specifically authorized by the appropriate regulatory authority, non-ILS approaches
may be flown to the following minima:
a) A published VNAV DA (H)
b) A published MDA (H) used as a decision altitude. Approach and Missed Approach
If not specifically authorized to use the MDA (H) as a DA (H), use the MDA (H) specified for the
777 Flight Crew Training Manual
instrument procedure being flown.
Note: Some
Note:non-ILS approaches
Some non-ILS specify specify
approaches a VNAVaDA (H). DA(H).
VNAV Regulations may require
Regulations may use of the
autopilot in therequire
VNAV use
PTHofmode to permitinuse
the autopilot the of the DA
VNAV (H).mode to permit use of the
PTH
DA(H).
Note: If using an MDA (H), the crew may wish to set the barometric minimums selector at MDA
(H) + 50Note: If using an
feet. Initiating a MDA(H), the crewapproximately
missed approach may wish to set50the barometric
feet above theminimums
MDA (H) may be
selector at MDA(H) + 50 feet. Initiating a missed approach approximately
necessary to avoid descending below the MDA (H) during the missed approach. This technique
50 feet above the MDA(H) may be necessary to avoid descending below
is an acceptable means of complying with the MDA (H) during constant angle non-ILS
the MDA(H) during the missed approach. This technique is an acceptable
approaches where meansa level off at MDA
of complying (H)the
with is not planned.
MDA(H) during constant angle non-ILS
When reachingapproaches
the DA (H) where
or MDA a level offprepared
(H), be at MDA(H) is not planned.
to disengage the autopilot in accordance
with regulatory requirements.
When reaching the DA(H)Land oror execute be
MDA(H), an prepared
immediate go-around.the autopilot in
to disengage
accordance with regulatory requirements. Land or execute an immediate
The pilot monitoring should expand the instrument scan to include outside visual cues when
go-around.
approaching DA (H) or MDA (H). Do not continue the approach below DA (H) or MDA (H) unless
The pilot monitoring should expand the instrument scan to include outside visual
the airplane is in a position from which a normal approach to the runway of intended landing
cues when approaching DA(H) or MDA(H). Do not continue the approach below
can be made
DA(H)and suitable visual
or MDA(H) unlessreference
the airplanecanisbe
in maintained.
a position fromUpon arrival
which at DA (H) or MDA
a normal
(H) or any time thereafter,
approach if anyofofintended
to the runway the above requirements
landing can be made are and
not suitable
met, immediately
visual execute
reference can be maintained.
the missed approach procedure. Upon arrival at DA(H) or MDA(H) or any time
thereafter, if any of the above requirements are not met, immediately execute the
When suitable visual reference
missed approach is established, maintain the descent path to the flare. Do not
procedure.
descend below the visual glide path. While VNAV PTH guidance may still be used as a reference
When suitable visual reference is established, maintain the descent path to the
once theflare.
airplane is below
Do not DAbelow
descend (H) or MDA (H), the
the visual primary
glide meansVNAV
path. While of approach guidance is visual.
PTH guidance
may still
Note: VNAV pathbeguidance
used as atransitions
reference once the flight
to level airplane is below
once DA(H)
the missed or MDA(H),
approach fix is the
passed.
primary means of approach guidance is visual.
Note: VNAV path guidance transitions to level flight once the missed approach
fix is passed.
FEB 2015 Doc. OC/PBN/001 Page 69
KUWAIT AIRWAYS Performance Based B777
FLIGHT CREW TRAINING PROGRAM Navigation RNP APCH
Issue 1 Revision 0 Chapter 5
5.2 Requirements
5.2.1 Approach requirements relating to RNP approach
One GPS;
One DME;
Any additional GPS or DME requirements specified by Operations Specification or by the
selected terminal area procedure must be satisfied;
RNP values .3nm or smaller;
No NAV UNABLE RNP alert is displayed during the approach;
AUTOPILOT;
FLIGHT DIRECTOR.
If required to use MDA (H) for the approach minimum altitude, the barometric minimums
selector may be set at MDA + 50 feet to ensure that if a missed approach is initiated, descent
below the MDA (H) does not occur during the missed approach.
Note: The approach RNP value is determined from one of three sources:
Manual entry by the flight crew;
FMC default, or the navigation database.
A manual entry overrides all others. If the navigation database contains an RNP value for the
final approach leg, the RNP will appear when the leg becomes active, or up to 30nm prior if the
previous leg does not have an associated RNP value. The FMC default approach RNP will appear
(no manual entry or navigation database value) when passing the approach waypoint, including
approach transitions, or when below 2,000 feet above the destination airport.
Technique 1:
If descending to the FAF altitude in FLCH, V/S, or FPA, at approximately 2nm before the FAF
verify that ALT is displayed before setting DA (H) or MDA (H) in the MCP.
If the DA (H) or MDA (H) is set while FLCH, V/S, or FPA is still displayed, the airplane may descend
below the FAF altitude constraint before intercepting the glide path.
After DA (H) or MDA (H) is set, select or verify VNAV and select speed intervention.
Technique 2:
If descending in VNAV PTH before final approach and the situation permits a continuous
descent through final approach, remain in VNAV PTH while configuring the airplane for
approach and landing. The airplane slows automatically to the FAF speed constraint.
Reset the MCP to DA (H) or MDA (H) approximately 2nm before the FAF (waypoint just before
the final approach segment) to prevent level off, and select speed intervention.
Technique 3:
If descending in VNAV SPD, the AFDS changes to VNAV PTH automatically when approaching
the FAF if the airplane is on or below the path.
When the flaps are extended to position 1 or greater and the airplane is below the path, VNAV
PTH engages and the airplane levels off and remains level until intercepting the approach path.
If above the path, the airplane continues to descend and capture the approach path from
above.
Technique 4:
If immediate descent to FAF altitude constraint is required and the airplane has leveled off in
VNAV PTH, select FLCH, descend to the FAF altitude, set DA (H) or MDA (H) in the MCP, then
re-select VNAV and speed intervention. Reset the MCP to the DA(H) or MDA(H) approximately
2nm before the FAF.
Technique 5:
If VNAV ALT has engaged beyond the FAF, set DA (H) or MDA (H) in the MCP and select altitude
intervention without delay to enable continued descent on the final approach path. Execute a
missed approach if the deviation above path becomes excessive enough to prevent achieving a
stabilized approach.
Prior to final approach, the MCP altitude should be set at the appropriate altitude constraint
(normally that for the next waypoint) to assure compliance with approach minimum altitudes
while descending on the approach. To avoid leveling off, reset the MCP to the following
waypoint altitude constraint as soon as the next waypoint altitude constraint is assured.
However, if compliance with an altitude constraint is in question, consider leveling off or
reducing the rate of descent to ensure a safe path.
Instrument
Doc.
FAF
approachUsing
be subject
• Verify crossing altitude and
crosscheck altimeters
Intercept heading
VNAV
using VNAV
• Arm speedbrake
B777
Chapter 5
APCH
5.37
Navigation Approach and Missed Approach
FEB 2015
Issue 1
Enroute to fix
• Flaps 1 • LNAV or other roll mode
• Flaps 5 • VNAV or other pitch mode
InstrumentApproach
Descend to MDA(H)
• Landing flaps (2 engine,
approach Using
optional 1 engine)
FAF • Set V/S or FPA
using V/S
Doc. OC/PBN/001
Revision 0
At MDA(H)
Performance Based
Boeing Proprietary. Copyright © Boeing. May be subject to export restrictions under EAR. See title page for details.
B777
5.43
Approach and Missed Approach
Chapter 5
RNP APCH
Page 86
KUWAIT AIRWAYS Performance Based B777
FLIGHT CREW TRAINING PROGRAM Navigation RNP APCH
Issue 1 Revision 0 Chapter 5
0° 5 5 10 10 10 15 15 15 20 25 35 50
-10° 10 10 15 15 20 20 25 30 30 45 60 90
-20° 10 15 20 25 25 30 35 40 45 65 85 130
-30° 15 20 25 30 35 40 45 55 60 85 115 170
-40° 15 25 30 40 45 50 60 65 75 110 145 220
-50° 20 30 40 45 55 65 75 80 90 135 180 270
2 Choose one:
On a procedure or an airway with an RNP alerting
requirement:
Select alternate procedure or airway.
During an approach, start a go-around
unless suitable visual references can be
established and maintained.
■■■■
On a procedure or an airway without an RNP
alerting requirement:
Verify position.
■■■■
■■■■
Boeing Proprietary. Copyright © Boeing. May be subject to export restrictions under EAR. See title page for details.
FEB 2015
11.10 D632W001-KUW
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June 15, 2014
Page 90
11.3
KUWAIT AIRWAYS Performance Based B777
777 Flight Crew Operations Manual
FLIGHT CREW TRAINING PROGRAM Navigation RNP APCH
Issue 1 FMC MESSAGE
Revision 0 Chapter 5
approach ifAn
During theCondition: the alerting message
GPS EICAS message is insince
activates, theatFMC
least one GPS is required to
be operational for RNPscratchpad.
approaches, the crew may change to a non-RNP procedure. If unable,
the crew should execute a missed approach unless suitable visual reference is already
established. ■■■■
[] GPS
Condition: Both GPS receivers are failed.
■■■■
AUTOPILOT DISC
If unable toBoeing
regain
Condition:
Proprietary. All autopilots
theCopyright
Autopilot during
© Boeing. areapproach,
May be the
subject todisengaged. theunder
export restrictions crewEAR.may
See titlechange to a non-RNP
page for details.
June 15, 2014 D632W001-KUW
procedure. If unable, the crew should execute a missed approach unless suitable visual 11.3
reference is already established. ■■■■
AUTOTHROTTLE DISC
Condition: Both autothrottles are disconnected.
FEB 2015 Doc. OC/PBN/001 Page 91
■■■■
AUTOPILOT
Condition: One or more of these occur:
•The autopilot is in a degraded mode other
than the selected mode
KUWAIT AIRWAYS Performance Based B777
•The engaged roll mode is failed
FLIGHT CREW TRAINING PROGRAM
•The engaged Navigation
pitch mode is failed RNP APCH
Issue 1 •The autopilot Revision
is in flight
0 envelope Chapter 5
protection
■■■■
AUTOPILOT DISC
Condition: All autopilots are disengaged.
■■■■
AUTOTHROTTLE DISC
Condition:
5.13.1 Contingency Both autothrottles
procedures are disconnected.
– radio telephony
The pilot must notify ATC of any loss of the RNP APPROACH capability, together with the
■■■■
proposed course of action. The pilot shall inform ATC immediately by use of the phrase:
“UNABLE RNAV APPROACH”.
[] AUTOTHROTTLE L, R
The loss of RNP APPROACH capability includes any failure or event causing the aircraft to no
Condition: The autothrottle is inoperative.
longer satisfy the RNP APPROACH requirements.
1 A/T ARM switch (affected side). . . . . . . . . . . OFF
In the event of communications failure, the pilot should continue with the RNAV APPROACH in
accordance with 2 established
The otherlost
autothrottle
communicationsmayprocedures.
be activated if needed.
■■■■
Boeing Proprietary. Copyright © Boeing. May be subject to export restrictions under EAR. See title page for details.
December 15, 2012 D632W001-KUW 4.1
Intentionally
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c. Distance: between the FAF and the RWY the distance must be the same as the approach
plate. The FMS round the 0.5nm to 1nm and the 0.4 to zero, so if the distance is 3.4 the
FMS will display 3nm and if it is 3.5 the FM will display 4.
d. Altitude: the altitude on the RWY point must not be higher than the RWY elevation +
50’ or TCH
e. Waypoint: If there is a waypoint between FAF and MAP with an altitude, the FMS
altitude at this point must not be lower than the approach plate, however if is not in the
database, then the pilot must assure that the aircraft does not descent below that
altitude.
6.8 Approaches based on FMS; like RNAV (GPS or RNP) which cannot be monitored
by the pilot using raw data. It uses the full navigation capabilities of the FMS computer and are
highly dependent on the FMS database therefore it must be validated before it is used.
Those approaches are flown either managed (LNAV/VNAV) or laterally managed and vertically
selected (LNAV).
LNAV/VNAV approaches have a temperature limitation because of true altitude, in the example
below the approach cannot be flown managed (LNAV/VNAV) if the temperature falls below 15
degrees, but it can be flown Laterally managed and Vertically selected (LNAV) regardless of the
temperature.
On the example below, from the minima box you can see on the left the LNAV/VNAV minima
and on the right the LNAV minima. If you are flying managed (LNAV/VNAV) then you do not
need to the add 50 feet to the DA as it is a decision altitude and not an MDA, however if you
are flying laterally managed and vertically selected (LNAV) then you have to add 50 feet on the
MDA.
NPA is flown laterally managed and vertically selected when the lateral validation is satisfactory
and the vertical is not.
Note: for lateral and vertical validation refer to (2.1.2)
6.11.1 Flying the Approach
a. Accuracy: must be high, BUT if it becomes low during the approach, lateral deviation on
the ND and if it exceeds (0.xx for RNP or 0.xx for GPS) or if the GPS is lost in case of a
GPS approach then the approach must be discontinued.
b. Interception: The FAF must be intercepted by an angle less than 30 degree.
c. Sequenced: The FAF cannot be sequenced by other than NAV, so it is highly
recommended when radar vectored to use the inbound radial.
d. FAF: The approach cannot be intercepted after the FAF.
e. Speed constraint: Insert VAPP at FAF as Speed constraint to get the correct position of
the DECEL point.
f. Platform ALT: The aircraft must be at the platform altitude before the FAF.
g. Stabilized technique: The aircraft must be stabilized before the FAF.
h. TRK FPA: Select FPA at 0.3nmbefore FAF for a 3° approach (it is 0.1nm for each degree).
i. Monitoring the vertical profile: the PNF must monitor the vertical profile by selecting
the runway on the progress page and cross check the altitude using the progress page.
** FOR SIGLE AISLE AIRCRAFT REFER TO LIMITATION CHAPTER: AUTO FLT SECTION
Figure 1
With these standards RNP<0.3 are, or will, be approved in missed approach. Initiation of missed
approach from any point in the approach, including during RF legs, should be assessed, during
the operational evaluation. A missed approach must be considered from any point of the
approach, and obstacle clearance must be considered with respect to the certified RNP.
6.13 Requirements:
GPS primary availability (if installed) for RNAV (GNSS) approaches.
RAIM and AIME are available worldwide, if 24 GPS satellites or more are operative.
If the number of GPS satellites is 23 or less, check RAIM/AIME availability using the approved
version of the Honeywell/Litton ground-based prediction software.
RAIM availability may be checked using the PREDICTIVE GPS MCDU page.
RNAV approaches including:
RNAV (GNSS) approaches with LNAV minimum or LNAV/VNAV minimum
RNAV (RNP) approaches for which Authorization is required (AR) - If capability
installed.
Note: In relation to the names in the ICAO Performance-Based Navigation (PBN) Manual:
"RNP APCH operations" corresponds to RNAV (GNSS) approaches
"RNP AR APCH operations" corresponds to RNAV (RNP) approaches.
The aircraft navigation system, required by regulation to fly within a Required Navigation
Performance (RNP) airspace, shall comply with RNAV functionality criteria and with navigation
position accuracy and integrity criteria.
When referring to RNP-X, the value of X is the navigation accuracy expressed in NM, which
has to be met with a probability of 95 %.
An RNP value can be associated with an airspace, a route, a SID, a STAR, a RNAV approach, or
an RNAV missed approach procedure.
Depending on the RNP value, and on the airspace environment (ground radio navaid),
different navigation equipment may be necessary.
An operational approval from the airline's national authorities may be necessary.
b) In addition:
On the PF side: PFD and ND must be operative.
On the PNF side: at least one of the two EFIS must be operative (to enable
temporary display of ND information through the PFD/ND switch).
6.17 Procedures
When GPS PRIMARY is not available, periodically crosscheck the FM position with navaid raw
data.
Manual selection of a required accuracy on the MCDU is optional.
If manual entry of a required accuracy is desired enter 5nm or use the radial
equivalent to 5nm XTK accuracy, which is 6.1nm.
When leaving RNP 5 airspace, or when entering the terminal area revert to the default
required accuracy, or enter the appropriate value on the MCDU.
If one of the following MCDU or ECAM messages is displayed check navigation accuracy with
navaid raw data, or with the GPS MONITOR page (if GPS installed):
NAV ACCUR DOWNGRAD
FMS1/FMS2 POS DIFF
CHECK A/C POSITION
ECAM: FM/GPS POS DISAGREE (if GPS installed)
If the accuracy check confirms that RNP 5 capability is lost, or if both FMGCs have failed
inform ATC, and revert to conventional navigation.
If the accuracy check confirms that only one FMGC position is incorrect, resume navigation
with the other FMGC.
In inertial navigation, BRNAV capability is maintained for 2 hrs, independently of the
estimated accuracy displayed on the MCDU.
One MCDU
One GPS receiver, or one VOR & one DME, for FM navigation update, see *
Two IRS, and
One FD in NAV mode.
b) In addition:
On the PF side: PFD and ND must be operative.
On the PNF side: at least one of the two EFIS must be operative (to enable
temporary display of ND information through the PFD/ND switch).
Note: GPS may be required for RNP-1 terminal procedures.
For terminal procedures with legs below the MSA, or with legs that may not have sufficient
radar coverage, two RNAV systems may be mandated by the procedure chart.
The terminal procedure (RNAV SID, RNAV STAR, RNAV TRANSITION, ...) must be loaded from
the FM navigation database and checked for reasonableness, by comparing the waypoints,
tracks, distances and altitude constraints (displayed on the F-PLN page), with the procedure
chart.
The flight crew must not modify the procedure that is loaded from the navigation database,
unless instructed to do so by the ATC (DIR TO, radar vectoring, insertion of waypoints loaded
from the navigation database).
6.18.1 If GPS is required for the P-RNAV/RNP 1 procedure:
Before starting the departure/approach procedure, check that GPS PRIMARY is available (GPS
PRIMARY displayed on the MCDU PROG page).
a) If GPS PRIMARY is not available before starting the procedure inform the ATC, and
request another departure/arrival procedure that does not require GPS.
b) If GPS PRIMARY is lost while flying the procedure, inform the ATC of this loss of
capability, and follow ATC instructions.
6.18.2 If GPS is NOT required for the P-RNAV/RNP-1 procedure:
Check that GPS PRIMARY is available (GPS PRIMARY displayed on the MCDU PROG
page).
6.18.3 If GPS PRIMARY is not available:
Crosscheck the FM position with the navaid raw data, before starting the procedure.
Check or enter RNP 1 in the REQUIRED field of the MCDU PROG page, and check that
HIGH accuracy is available. When completing the terminal procedure, revert to the
default value or enter the appropriate value on the MCDU PROG page.
6.18.4 If one of the following messages appears, while flying the procedure
i) ”NAV ACCUR DOWNGRAD” (on MCDU and ND) on both sides, or
ii) “FMS1/FMS2 POS DIFF” (on MCDU), or
iii) ”CHECK IRS 1(2)(3)/FM POSITION” (on MCDU), or
iv) ”NAV FM/GPS POS DISAGREE” (on ECAM, if GPS installed)
Then:
Inform the ATC of the loss of P-RNAV/RNP 1 capability, and follow ATC instructions.
Note: If the “NAV ACCUR DOWNGRAD” message displayed on one side only, navigation
may be continued using the other FMGC.
A320/A330
7.1 INTRODUCTION
This section covers general information applicable to all approach types. Techniques, which
apply to specific approach types, will be covered in dedicated chapters.
All approaches are
divided into three parts (initial, intermediate and final) where various drills have to be achieved
regardless of the approach type.
must be lower than VFE next), e.g. when the speed reaches green dot +10 kt, the flight crew
should select CONF 1. Using this technique, the mean deceleration rate will be approximately
10 kt/nm in level flight. This deceleration rate will be twice, i.e. 20 kt/nm, with the use of the
speedbrakes.
If selected speed is to be used to comply with ATC, the requested speed should
be selected on the FCU. A speed below the manoeuvring speed of the present configuration
may be selected provided it is above VLS. When the ATC speed constraint no longer applies,
the flight crew should push the FCU speed selector to resume managed speed.
When flying
the intermediate approach in selected speed, the flight crew will activate the approach phase.
This will ensure further proper speed deceleration when resuming managed speed; otherwise
the aircraft will accelerate to the previous applicable descent phase speed.
In certain
circumstances, e.g. tail wind or high weight, the deceleration rate may be insufficient. In this
case, the landing gear may be lowered, preferably below 220 kt (to avoid gear doors
overstress), and before selection of Flap 2.
Speedbrakes can also be used to increase the deceleration rate but the flight crew should be
aware of:
The increase in VLS with the use of speedbrakes
The limited effect at low speeds.
sequence the F-PLN, as this will result in the FMGES to revert to the NAV mode. In this
case, the LOC or F-LOC mode will have to be re-armed and re-engaged, increasing
workload unduly.
The final approach course interception in NAV mode is possible if
GPS is PRIMARY or if the navigation accuracy check is positive.
An approach course (materialized by a double dagger on the PFD heading scale).
The
final approach leg from the Navigation Database defines the course and slope of the
virtual FLS beam. On the ND, the virtual FLS LOC beam is materialized by a magenta
dotted line.
The MMR computes and displays the lateral and vertical angular deviations
from this virtual FLS beam like for an ILS approach. These deviations are presented as
double diamonds both on PFD and ND. The virtual FLS beam may be flown with F-LOC
or F-G/S AP/FD modes.
The MMR computes and displays the lateral and vertical angular deviations from this virtual FLS
beam like for an ILS approach. These deviations are presented as double diamonds both on PFD
and ND. The virtual FLS beam may be flown with F-LOC or F-G/S AP/FD modes.
When temperature is below ISA, the F-G/S deviations are corrected in temperature
(Refer to NO-130 Cold Weather Operations).
7.5.5 Limitations
It is essential to understand that the virtual FLS beam is generated from the FMS approach
coding. Therefore, lateral and vertical managed guidance (F-LOC and F-G/S) can only be used
when the following two conditions are met:
The FMS approach coding has been crosschecked against the published approach
procedure
The final approach leg in the MCDU FPLN has not been modified by the crew
monitor the final approach using the FLS deviations and cross-check with NAVAID raw data i.e.
VOR, NDB or DME (needles, distance/altitude). This is not applicable for RNAV approaches
(Refer to NO-130 FLS Principle).
Refer to APPR
ILS/GLS N/A N/A N/A N/A N/A
using LOC G/S
7.8 Limitations:
7.8.1 Flight management function:
The FLS (FMS Landing System) function has been certified:
For RNAV, RNAV (GNSS), GPS, VOR, VOR/DME, NDB, NDB/DME instrument approach
procedures using FMS navigation for lateral and vertical navigation.
RNP accuracy with GPS PRIMARY, has been demonstrated to be:
With A/P ON With A/P OFF and FD ON in With A/P OFF and
in NAV NAV F/D OFF
En route 1nm 1nm 1.1nm
In terminal
0.5nm 0.51nm 0.51nm
area
With F-LOC
deviation: 0.3nm
In approach 0.3nm 0.3nm Without F-LOC
deviation: not
authorized
FMGES approval is based on the assumption that the navigation database has been validated
for intended use. The Precision RNAV Airworthiness approval does not account for database
accuracy or compatibility.
Obstacle clearance and adherence to airspace constraints remains
the flight crew’s responsibility. Fuel, time predictions/performance information is provided for
advisory purposes only.
NAV mode may be used after takeoff, provided FMGES runway updating has been checked.
G/S beam.
For ILS G/S out
G/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESELECT
Deselect the G/S on the RAD NAV page.
PROG PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Insert the reference RWY threshold in the BRG/DIST field for position monitoring during
approach.
GO-AROUND STRATEGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW
The briefing should include a review of the "Management of Degraded Navigation"
chapter.
7.10.1 Descent
At 10,000 ft
For RNAV (GNSS) approach
FLS CAPABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check F-APP
BARO REF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
The vertical guidance requires a precise baro setting. The maximum acceptable
discrepancy between altimeters is 100 ft.
Initial/intermediate approach
APPR PB on FCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Press the APPR pb when cleared for approach and on the intercept trajectory for the final
approach course. This arms the F-LOC and F-G/S modes.
Note: In NAV mode, the aircraft may leave the F-PLN to capture the F-LOC.
For ILS G/S OUT and LOC ONLY approaches, this arms the LOC and F-G/S modes.
For LOC B/C approaches, this arms the LOC B/C F-G/S modes.
F-LOC / LOC / LOC B/C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ARMED
F-G/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKARMED
F-LOC / LOC / LOC B/C CAPTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Check that the aircraft sequences the waypoint associated to the FAF, at the altitude
specified on the published approach chart.
F-G/S CAPTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
For LOC ONLY, ILS G/S OUT and back course localizer approaches
LOC pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Press the LOC pb-sw when cleared for approach, and on the intercept trajectory for the
final approach course.
Note: In NAV mode, the aircraft may leave the F-PLN to capture the LOC.
LOC/LOC B/C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ARMED
LATERAL PATH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTERCEPT
Monitor NAV or LOC or LOC B/C engagement as appropriate
TRK-FPA pb (Bird) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
FPA FOR FINAL APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
At 0.3nm from the Final Descent Point
FPA selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
FPA MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ENGAGED
Check NAV FPA, TRK FPA, LOC FPA or LOC B/C FPA is engaged.
Intentionally
Left
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